Rules for the 2012 season permitted motorcycles up to 1,000 cc in capacity, with a limit of four cylinders and a maximum 81mm cylinder bore. The model name designates “RC” as Honda’s racing prefix for 4-stroke bikes, “213” as the third works bike of the 21st century, and “V” to indicate a V engine.
The RC213V’s most significant new design features compared to the RC212V were its 1000cc displacement and 90° cylinder angle. The angle was widened from 75.5° to 90° to increase displacement without raising the center of gravity and to improve engine balance. The widening also allowed for the removal of a balance shaft, saving weight. Advances in electronics allowed for handling control without a reverse-rotating crank, and the removal of an idle gear further reduced weight.
In 2012, Honda fielded two factory RC213Vs ridden by Repsol Honda teammates Casey Stoner and Dani Pedrosa, with Álvaro Bautista on the Gresini Racing team and Stefan Bradl on the LCR Team completing the line-up. Jonathan Rea substituted for Casey Stoner in two Grands Prix following Stoner’s crash at Indianapolis. The Repsol riders won 12 of 18 races, finishing 2nd and 3rd in the riders’ championship, and the RC213V won its maiden constructors’ championship.
In 2013, Marc Márquez replaced the retired Casey Stoner on the Repsol Honda team and won the riders’ championship on the RC213V. Dani Pedrosa finished third in the riders’ championship, and the RC213V secured its second constructors’ championship.
The RC213V continued to dominate in 2014, with Márquez winning 13 races and Pedrosa one, topping the time sheets at the first pre-season test at Sepang, with Honda riders occupying the first, third, fifth, and sixth positions on the first day, and first, second, third, and ninth on the second day.
After Yamaha won the constructors’ championship in 2015, and rules began to prohibit sophisticated electronics in 2016, Honda reverted to a heavier, reverse-rotating crankshaft to improve handling. By 2019, all constructors reached the same conclusion. Honda also returned to a “big bang” firing order, having previously discovered in 1992 that even firing intervals were detrimental to traction. In 2017, specifications indicated a 180° crankshaft and “four simultaneous power strokes,” though exact details were not revealed.
Marquez and Jorge Lorenzo tested three specifications of the RC213V at the Circuit Ricardo Tormo in Valencia, Spain, in 2019, recording times of 1:31.718 and 1:32.959 on the first day, and 1:30.911 and 1:31.584 on the second. Márquez and Honda subsequently won the 2019 riders’ and constructors’ championships.
Following the success of the late 2010s, Honda experienced a downturn in performance. After winning the constructors’ championship in 2012, 2013, 2014, 2016, 2017, 2018, and 2019, Ducati won in 2020, 2021, and 2022. Honda finished 5th, 4th, and 6th in the constructors’ standings during those three years.
For the 2022 season, project manager Takeo Yokoyama explained that changes were made to address grip issues on the rear wheel, leading to a complete engine rebuild. According to reports, everything but the V4 configuration and firing order was changed, though this did not immediately improve results. Pol Espargaro claimed the 2022 variant had “no strong points,” and test-rider Stefan Bradl reported “unacceptable” heat problems. Márquez also experienced several crashes during the season.
In 2015, Honda released a limited-run, street)-legal MotoGP replica designated the RC213V-S. It shares approximately 80% of its parts with the MotoGP version, with differences including steel valve springs, stainless steel brakes, a 6-speed sequential manual transmission, 17” Marchesini wheels, and a larger steering angle. European models rev to 12,000 rpm, with an optional power kit increasing it to 14,000 rpm; US models are limited to 9,400 rpm due to sound regulations.